Vehicle-frame.



PATENTED FEB. 28, 1905.

N. T. HARRI-NGTON.

VEHICLE FRAME.

` APPLIOATION FILED 1330.6. 1904.

2 SHEETS-SHEET 1.

No. 783,950. PATENTED FEB. 28, 1905.

N. T. HARRINGTON.

VEHICLE FRAME.

APPLIUATIGN FILED DECLG. 1904.

2 SHEETSSHEET 2.

TES

Patented February 223, 1905.

NORMAN T. HARRINGTON, OF DETROIT, MIClfIIG-A'N, ASSIGNOR TO OLDS MOTOR WORKS, OF DE'IROII, MICHIGAN, A CORPORATION OF MICHIGAN.

VIIEHIIWEWFRAME SPECIFICATION forming part of Letters Patent No. 788,950, dated February 28, 1905.

Application filed December 6, 1904. Serial No. 235,667.

To all 'L1/71.011@ it 'nm/y/ con/cern:

Be it known that I, N oRMAN T. HAnnINe'roN, a citizen oilI the United States, residing at Detroit,-in the county of Vayne and State olI Michigan, have invented certain new and useful Improvements in Vehicle-Frameaot' which the followingI is a specification, reference being had therein to the accompanying drawings.

The invention relates to vehicle-Frames more IIO particularly designed for use on automobiles; and the invention consists in the construction, as hereinafter set Vforth.

In the drawings, Figure 1 is a sectional side elevation. Fig. 2 is a rear elevation ol the I5 rear axle. Fig. 3 is a section, partly in elevation, through the rear axle.

It is usual in the construction of motor-vehicles to provide a non-rotz'tting housingl ior inclosing the drive-axle and compensating 2O gearing, and where a chain-drive is employed the chain passes out through slots in the housing to the iilrive-sha't't, which is mounted on the spring-frame. \Vhen the springs of the lrame yield under load, the angularity ot the chain is changed, and 'this sometimes causes the striking of the chain upon the edges oi" the slots.

It is one ot' the objects oll my present invention to avoid this diflieu lty by providing means lor rotating the housing to correspond with any change in angularity in the chain.

It is a lnrther object to maintain the driveaxle at a constant distance Afrom the driveshaft, while permitting the independent Ilex- 55 ing ot' the springs on opposite sides of the lframe.

A is the frame of the vehicle, which, as shown, is supported on the drive axle B through the medium ot' inclined spring-arms C.

I) is the drive-shaft, having adrivo-sprocket E thereon, connected by a chain F with a sprocket Cr, preferably mounted on the compensating gear (not shown) for the drive-axle.

I is a tubular housing su rrounding the driveaxle, and .l is an enlargement on said hous-n ing which ineloses the compensating gearing and sprocket, which is provided with the slots fl., through which the drive-chain F passes. The housing I is connected with tl i springarm C through suitable connecting-littings li, and these are loosely sleeved upon said housing, so as to permit of independent rotative movement.

L is a distance-rod for maintaining the axle in fixed relation to the drive-shaft. A pair of these rods are arranged on opposite sides ot' the Vframe and are connected therewith at their upper ends, preferably by a ball-andsocket joint Y) and in a line connecting the shaft I) and axle I. At'their lower ends these distance rods are provided with heads TVI, which are mounted upon the axle at opposite ends of the tubular housingl I. One of the heads M is rigidly attached to the housingl I, as by means el the langes c, which are bolted together. The other head is also mounted on the axle; but the flange c thereof is not se cured to the [lange ol? the housing, thus permittingof imlepemlent relative movement. The rods L and heads M. are connected to each` other by pivots N', which permit ol" a lateral movement ot' the axle in relation to the l'nlcruln. The heads M, are employed l`or snpporting the brake-shoes I), which engage with the brake-flanges Q, preferably attached directly to the ground-wheels for the rear axle.

The construction being as described, it is apparent that whenever the springs C are iiexed, either under load on the frame A or by reason of an obstruction meeting one or both olf the wheels, the distance-bars L will maintain the axle at uniform distance lrom the shaft I). At the same time the change in angnlarity ol' the distance-bars, which are lixed to the housingI I, will cause the rotation of said housingI about the axle, which will shift the position of the slots a to correspond with the shifting of the chain. This rotation ot' the housingI is permitted by reason of the fact that the littings Ii, which connect with the sin'ings C, are loose thereon. In case one ot the springs C is fiexed to a greater extent than the other one there will be a difference in angularity between the two distance-reds L. Inasmueh, however, as the housing' I is only Connected to one of the distance-rods there will be no torsional strain exerted upon the housing.

That I claim as my invention isl. In a Vehicle-frame, the Combination with the body-supporting frame, the axle, and a spring between said axle and frame, of a housing surrounding said axle and a distance-bar for said axle fixed to and rotatable with said housing.

2. In a Vehicle-frame, the Combination with the body-supporting frame, the axle and a spring-support intermediate said axle and frame, of a housing inclosing said axle, a pair of distance-bars extending from said axle to said frame, one of said bars being rotatably fixed and the other being revoluble in relation to said housing.

3. In a vehicle-frame, the combination with the body supporting' frame, the axle and springs olthe housing surrounding said axle, a brake-head and a distance-rod for said axle,

rotatably fixed to said brake-head and said housing.

4. In a Vehicle-frame, the combination with` the bodysupporting frame, of an axle, of a spring intermediate said axle and frame, a housing surrounding vsaid axle, revoluble in relation to said spring, and a distance-bar for said axle rotatably fixed to said housing.

5. In a vehiele-frame, the Combination with NORMAN I. HARRINGTON.

' Witnesses:

H. SMITH, ED. D. AULT, 

